Hawker Pressurization Bumps on Takeoff
There are a number of problems that can exist when a “pressurization bump” is reported upon takeoff. When troubleshooting, don’t overlook the opening of the L/H main air valve.
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There are a number of problems that can exist when a “pressurization bump” is reported upon takeoff. When troubleshooting, don’t overlook the opening of the L/H main air valve.
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It is tempting to grab a hold of the shaft of the Maxaret with a pair of pliers to yank it free... do not do this.
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Preplanning for an interior refurbishment will reduce the anxiety of tight decision deadlines and create an environment that allows operators to enjoy the design process.
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If you are operating in a region where cicadas are out, it has been suggested that you use your engine in lieu of your APU.
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The Customer Bulletin (CB) requires the Securaplane Service Bulletin (SB) 100-0302-24-139 be complied with at the next internal battery change (a 48-month requirement).
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If you operate TFE731-3, -3A, -3AR, -3R, -3B, and -3BR engines installed on one of the following aircraft models, AD 2005-05-15 applies to you.
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Ever given much thought to your avionics / customized wiring prints? Probably not, unless something is broke or during an upgrade of some sort.
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The potential exists for the front pilot and co-pilot window heat wires to arc to ground if improperly installed during the re-installation of the overhead panel.
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Honeywell is offering an incentive for operators to replace the current RM-850 RMU with new RM-855 units at approximately 50% of their regular price through the end of 2011.
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R-12 refrigerant is becoming scarce and costly. It is just a matter of time before you will have to convert your systems to R-134a.
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In recent weeks, Avionics Tech Rep. Larry Troyer has received several calls from King Air operators reporting Honeywell air data and altimeter erratic operation problems.
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The answer depends on what you’re testing. Most people prefer to use a digital multimeter if given the choice. In most cases, Accessory Tech Rep. Jerry Cable would agree.
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When complying with Lear SB 45-32-30 or 40-32-13, it is NOT required or advised to sign-off on the related IRNs that are referenced in the SBs themselves.
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SAFA ramp inspections are occurring more often to N-registered aircraft operating in EASA-controlled countries.
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While performing SB 604-57-003, Duncan Aviation Tech Reps made a couple of observations that will make this inspection easier.
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